Automatic railroad-crossing gate



Jan. 2 1925- 1,524,353 J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Fiied May 17, 192 e Sheets-Sheet 1 8Y7 Va Jan. 27, 1925. 1,52 ,353

J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Filed May 17, 1923 6 Sheets-Sheet 2 6% 4 5% 51 0 iHiir- 6 Q a; i: i n- 'm 45 ii i :i i 5; W1 q 75 i; W f4 9E 1 I 5; 92, 0: I i

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J0 E 1i INVENTOk I SRSamkem ATfORI/EYS Jan. 1925- 1,524,353

J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Filed May 17, 3 6 Sheets-Sheet 3 I/VVENTO sRmmzii A TTORNEYS 1,524,353 J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Filed May 17, 25

Jan. 27, 1925 1,524,353

' J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Filed May 17, 1925 6 Sheets-Sheet 5 INVENTOH Bikksxkem -A TTORNEYS Jan. 27, 1925- 1,524,353

J. R. GOLDEN AUTOMATIC RAILROAD CROSSING GATE Filed May 17, 1923 a Sheets-Sheet a 1 I l l l I r. l

l I l l I l l l l l I A TTOR/VEYS Patented Jan. 27, 1925.

JOHN R. GOLDEN, OF HAMMOND, INDIANA.

AUTOMATIC RAILROAD-CROSSING GATE.

Application filed May 17, 1923.

- dent of Hammond, in the county of Lake and State of Indiana,,have invented a new and useful Improvement in Automatic Railroad-Crossing Gates, of which the following is a full, clear, and exact description.

i My invention relates to improvements in automatic railroad crossing gates and has tor its object the provision of a device which will automatically lower the gates at a railroad crossing upon the approach of a train thereto, and automatically raise the gates after the train has passed.

A further object of my invention is the provision of a device of the character described by means of which the gates may not unintentionally open until the last car has passed the crossing.

A. further object of my invention is to provide a device oi the character described which is entirely automatic in operation, which is durable, and thoroughly practical for the purpose intended.

Other objects and advantages will appear in the following specification, and the novel features of the invention will be particularly pointed out in the appended claims.

My present invention is an improvement over the device set forth in my United States Patent, No. 1,438,822, on automatic railroad crossing gate. In my present invention, I employ many of the mechanical :parts employed in my former device, particularly the mechanism for regulating the flow of compressed air and for compressing air. In the present improvement, however, the electrical circuit has been greatly simplified and the rail side switch mechanism has been greatly improved as to construction and simplicity.

My invention is illustrated in the accompanying drawings, forming part oi this application, in which Figure 1. is a side elevation of the operating mechanism,

Figure 2 is a front elevation of the operating mechanism,

Figure 3 is a rear elevation of the operating mechanism,

I Figure 4-. is a side elevation of an exhaust valve,

Figure 5 is a longitudinal sectional view of the exhaust valve,

gate

gate

gate

Serial No. 639,543.

Figure 6 is a top plan View of a circuit breaker employed in the electrical circuit,

Figure 7 is a front elevation of a part. of the gate operating mechanism,

Figure 8 is a fragn'ientary sectional view of a part of the gate operating mechanism,

Figure 9 is a longitudinal elevation of an air valve,

Figure 10 is a sectional view of the valve taken along the line 10-10 of Figure 2,

Figure 11 is a sectional view of the valve taken along the line 11-11 of Figure 2,

Figure 12 is a sectional view 01 the valve taken along the line 12-12 of Figure 2,

Figure 13 is a sectional View taken along the line l3 13 of Figure 7,

Figure lei; is a top plan view of one of the rail side switches,

Figure 15 is a vertical sectional view taken along line 15-15 of Figure 1 1,

Figure 16 is a side elevation of one o t the lock circuit devices employed in the electrical circuit,

Figure 17 is a side elevation of a solenoid switch mechanism employed in. the electrical circuit, and

Figure 18 is a diagrammatical view of the electrical connections employed in the operation of my improved automatic railroad crossing gate.

In carrying out my invention, I employ a device that is stationed in close proxin'iity to the railroad crossing gate, this gate being the ordinary type of air operated gate. This device is an electrically operated device, which in turn operates an air pressure mechanism for raising or lowering the gates. Stationed outside the railroad track on both sides of the gate are electrical rail side switches which are arranged to break and close an electrical circuit upon the passing of a train along the track at a point where these switches are stationed.

There are three of these rail side switches, one of which is illustrated in Figures 14 and 15. This rail side switch consists in a metal'casing 1 having a hingedly mounted metal cover 2 for encasing the switch mechanism. The switch mechanism consists in an insulating platform 3 mounted within the casing 1 by means of screws +1. Av pair of L-shaped metal contact siuiporting members 5 and 6 are pivotally mounted at 7 upon lug members 8 fixed to the insulating platform ,3.

Each of the .L-shaped contact carrier members and 6 has a bolt 9 rojec-ted therethrough, the head of whici is disposed'a-bove one leg of the L-shaped members, and the other end of which is embedded in the members 8. A compression spring 10 is disposed concentric with the shank of the bolts 9 between the L-shaped members and the members 8, thus permitting a ielding movement in one direction of the -shaped members.

A pair of hard drawn copper contact members 11 and 1.2 are removably securedtothe upper ends'of the Lshaped members 5 and 6, respectively (see Figure 15). These contact members are removable and when worn out may be replaced with new elements, thus assuring a long life'tothe rail side switch mechanism.

A :single pole double throw switch blade 13, having removable Contact plates lit and 15, respectively, is pivot-ally mounted at its lower end upon a supporting member 1c fixed tothe insulating platform 3 so that the switch blade 13, when oscillated, may make contact with the contact plates 11 and 12.

Means for oscillating the switch blade 13 in either direction, depending upon which direction the train which actuates the switch mechanism is moving, consists in a shaft 17 supported in a suitable bearing 18 secured to the casing '1. l hi-s shaft is provided at one end, i. e., that end adjacent the L-shaped members 5 and 6. with the'collar 19having a laterally extending arm 20, which arm is in a plane parallel wit-h the axis of the shaft and extends over the switch blade 13. A pin 21 is fixed to the switch blade 13, and is arranged to project through an opening in the arm so that oscillation of the shaft 17 may occasion a similar oscillatory movement of the blade 13 upon its pivotal support 16.

Means for yieldably holding'the shaft 17 in such a. position that'the switch blade 13 is out of engagement with the contact plates ii and 12 of the members '5 and 6, respectively, is provided in a collar" 22 carried adacent the opposite end of the shaft 17 and -hai'un 'g a laterally extending arm A?) with a transverse opening therethrough, through which a bolt 24, fixed to the casing l, is upwardly projected. The bolt has a lock nut 25 at its upper end and compression springs 26 and 27 are disposed concentric the-bolt 24 on each side of the arm 23.

The extreme outer end of the shaft 17, which end projects through the casing 1, has a shoe 28 thereon arranged to lie closely adjacent the railroad track rail 30, and to project slightly above the rail so that as the locomotive wheels or coach wheels travel upon the rail, they may strike the shoe and cause the shoe to move downwardly, and thus oscillate the shaft 17. There are three board.

whims aand I) are merely applied forthe purpose of designating each of the thine switches as referred to in the description hereinafter setforth.

Stationed near the railroad creasing, mounted on a frame 47, is a motor 48 1 ing a pinion or gear wheel 49securedtothe outer end of its shaft. 'lhe'gear49'mdshe's with the gear wheel 50, which is moimtod=on a shaft 51 supported in a suitable beat-i on the frame 47. The outerend 'of the shaft- 51 bears a pinion or gear wheel-t8, which meshes with a gear wheel 64 mounted on a shaft 55, supported in a-suitnblebearing 56 on the frame 47. Mounted on die side of the periphery of the member 5448 u segmental gear 57. Mounted on-one endof a shaft 58 supported in suitable beari on the frame ii, in. front of and adapt for engagement with the segmental gear 57, is a g ar wheel 60. Mounted on the opposite end of the shaft 58is an eccentric w cal- 61 hearing the customary eccentric'strup 62 and eccentric bar 63.

Rigidly mounted to the base of the member which forms the bearings 59, by'means of upright bars (i-l, is a sn-itch-bmtdlli on which is mounted a knife bladeswifleh, each of the blades of said switch be!!! mounted pivotally intermediate their-en on lugs 65 to 65 inclusive, which project from said snitch-board. The up or enlds of said knife blades are connected yen insulating member, from the center of which projects an insulated handle 66 having a slot 67 in which operates a bolt loosely connecting the arm 68 to the member'66. The arm (38 projects from a transverse barBQ-to which is secured, at one end. an arm 70W) which is pivotally connected the eccentric bar 63. The bar (it) is mounted transvermly at the upper end of the switch-board, in suitable bearings secured to said switch- The arrangement of these parts is such that upon rotation oft-he wheel60,fihe eccentric bar is moved vertically up and down.

The connection ofthe eccentric bar with the knife blade switch is such that upon the upward motion of said bar, the lower ends of the blades contact with terminal elemfiits and serve to close aswitch. Upontheifi'miward movement of saidbmg'the contact of NIH the lower ends of said blades as broken and a connection is formed between the upper ends of said blades and terminal elements, thereby closing a switch at the upper ends of said blades. Secured to the outer face of the eccentric wheel, or made integral there with, is a disc 71, so positioned on said ec centric as to be concentric with the shaft 58. Eccentrically connected to said disc 71, at one end thereof, by a pivotal connection, is a bar 7 2 pivot-ally connected at its opposite end to an arm 73 projecting laterally from a valve 74, as clearly shown in Figure 13.

The valve 74, which is tapering or conicalshaped, as clearly seen in Figure 9, is provided with posts 7 5 and 7 5 projecting from opposite ends. The post 7 5 which projects from the tapered end of the valve is threaded on its outer end. The valve seats in a housing 76, communicating with the interior of which is a feed pipe 77 and delivery pipes 78 and 79, as clearly shown in Figures 2 and 10. An exhaust pipe80 is connected with the feed pipe 77 Secured to the shaft 51, opposite the end to which the wheel 50 is secured, is a disc 81 to which is eccentrically pivotally mounted a piston rod 82, secured to which is a piston 83 which is mounted in a cylinder of one of the usual types of air pumps. Feed pipe 77 communicates with the interior of this cylinder and when the pump is in operation, supplies air under pressure to the valve housing and the valve, as will be readily understood. The valve 74 is retained in position in the housing 76 by means of a coil spring 84 positioned loosely on the post 75 and interposed between the housing 76 and a washer which is retained in position on the outer end of the post 75 by a cooperating nut, as clearly shown in Figure 2. As is apparent, the tension of the coil spring is increased or diminished upon the turning of said nut either on or off. Provided on the outer surface of the valve 74 is an L-shaped groove 85, on opposite sides of which are openings 86 and 87 which pass through the valve.

Stationed in close proximity to the valve 74 and its cooperating parts is a crossing gate 88, at the baseof which is arranged suitable apparatus for raising and lowering said gate through the medium of compressed air. In this apparatus are two cylinders 89 and 89, one adapted to cooperate in lowering said gate and the other adapted to cooperate in raising thesame From the arrangement of the various elements, thus far described, it is apparent that upon the start-.

ing of the motor 48, the wheel 50 will be caused to rotate and the piston 83 will be set in motion, forcing air through the feed pipe 77 and into the valve 74. The arrangement of the groove is such that when the stem of the L-shaped groove is alined or registers with the mouth of the delivery pipe 78, the base or short portion of the L-shaped groove will be alined or register with the mouth of the feed pipe 77 so that the air forced through the feed pipe will pass into the valve housing, along the L-shaped groove on the valve and out of the valve easing into the delivery pipe 78, which conducts the air to the cylinder 89 of the gate raising apparatus. This will result in lowering the gate and forcing the piston in the cylinder 89 up. The air in the cylinder 89 will consequently be forced back through the delivery pipe 79, but at the time the air is being forced through delivery pipe 78, as already described, the opening 87 registers with the end of the delivery pipe 79. At the same time, an outlet port in the housing 7 3 registers with the opening 87, thereby allowing the air, which is forced back through the delivery pipe, free passage to escape. This operation takes place when the motor 48 is started while the eccentric rod 63 is in the position shown in Figure 13. In other words, while the circuit is closed with the lower ends of the knife blades which are pivoted to members 65, the air delivered from the air pump serves to lower the cross ing gate. While this operation is taking place, that is, while the air pump is in operation, the gear wheel 50 is rotated and the segmental gear 57 is brought around to a position to mesh with the gear wheel 60, thereby rotating the same. This rotation of the wheel 60 causes the eccentric bar 63 to move downwardly, breaking the connection at the lower end of the blades of the switch and closing the circuit by means of the upper end of the blades of the switch. At the same time, the bar 72 is moved baclnvard, thereby moving the groove 85 from alinement with the mouth of the delivery pipe 78. and consequently closing the valve at the mouth of the delivery pipe 78. The gear 57 .is of such length as to rotate the gear 60 onehalf of a revolution. The valve 74- is then in such a position that the mouth of the feed pipe 77 is alined or registers with the elongated portion of the L-shaped groove, and the mouth of the delivery pipe 7 9 is also alined or registers with the same portion of this groove. Upon the starting of the motor 48, the air is similarly delivered through the feed pipe into the valve housing, and out through the pipe 7 9 into the cylinder 89 of the gate-raising apparatus. This will force the piston in cylinder 89 up. with the consequent raising of the gate 88, at the same time forcing the piston of the cylinder 89 down. thereby forcing the air in the cylinder 89 back through the delivery pipe 78. The valve in being turned as above described, will cause the opening 86 in the valve to register with the mouth of the delivery pipe 79. At this position, registering with the lUU 7 opening 186 in the valve is. an opening in the housing, thereby affording tree passage out of the valve housing to the air which is forced baok through the delivery pipe 79.

. rin-theioperationdescribed above, the gear wheelamakes another revolution actuating thegear wheel 60, thereby moving the valve 74- to .its original position and also breaking thecircuit formed by the upper end of the rblades of .the switch and closing the ciriwhich is-threaded and adapted to receive a nut 92 and washer 92, as clearly seen in Figures and 6. The nut 92being threaded on the valve, .the latter is secured in the housingunder thetension of the coil spring. Tothe opposite side of said valve is secured a disc or drum 93-liaving two upwardly project-ing shoulders 94 and 01.. Positioned adjacent the lower end of the housing 90, secured to the exhaustpipe 80, isv a collar 95 having an outwardly projecting arm 95 to which-is secured,.at one end, a spiral spring '95",-the opposite end of said spring being secured to a stud 95 eccentrically positioned on the outer face of the drum. 93. ,On

the housing 90 is positioned a stop 05" adapted to engage with the shoulder 01. Secured tothe shaft isa collar 06 having a shoulder 97 which is inclined at one end and which is adapted, upon the rotation of said collar 96, to come into contact with aeircuitbre-aker 113, to be described hereafter, which is amounted on and insulated from .thebearing 56. Mounted on the shaft 55 isalsoa collar 99, havingta shoulder 1 adapted, upon the, rotation of the shaft 55, to

engage with the shoulder 94. and thereby turn the valve 91'inthe housing 90. Passing-throughthe valve v90 is an opening 101 adapted to register, upon the turning of said valve/with openings 102 and 102, which communicate respectively with the outside air and, the interior of exhaustpipe 80. It is thusv seemthatupon rotation of the shaft the valve 91is turned so as to allow the air .in the tube 80 to escape. Then the collar 99 is rotated sufliciently to disengage the shoulder99 from the shoulder 94;, the spring 95 will serve to restore the valveito its former orclosed position. The shoulder 95 serves as a stop by engaging :witlrthe shoulder 941 when the spring 95 restores the valve toits closed position. The shoulder 99 is so positioned on the shaft. filithat upon rotation of the -wheel 54, the exhaust valve 91, is opened to allow the air; remaining in-theair puinp cylinderiand in the pi es 7'? and 80, to escape at the same time hat.

the valve 7.4 is operated by the eccentric rod ('33. It is thus seen that the. movements are all synchronous relatively to each other.

In Figure 1 the shoulder 00 is shown as having just been freed from engagement with the shoulder 94, and the valve is shown ina closed condition, having been restored to .its closed or normal condition bythc coil spring 95.

Secured to the bearing 56 is a make and break device 113 embodying a metal spring' element 100 which is. secured in position at oneend by a threaded bolt 1.10which passes through an insulating member lltand contacts with the terminal post. as shown in Figure 6. The element 109 contacts. at its opposite end, with another bolt which projects through.theinsulating member 111 and contacts with the terminal pole, as shown. Securely connected witlnthe loose end of. the member 109 is an .L-shaped member 111, which projects forwardly and comes into contact with the element-9T .upon rotation of the wheel 54. A. guide arm 98 engages with theouter end of-thc member 111 and is adapted to prevent the outer end of the member 11.1 from lateral movement. The member 97 being bevelcdor inclined at one end, upon the rotation of the wheel 54. the member97 comes into contact with the member,98.and thereby forces the member 111 outwardly. 'Ihisinen'iber 1.11 carries with it a member 109,and.consequcntly breaks the connection which exists between the two terminal poles, as shown in Figure (3. .(onsequently upon the pressing outwardly of the member 109 from engagement or contact withthe bolt, such asdirectly 'tothc bolt 110, the circuit. connecting the motor 48 will bebroken.

The knife switch on-.the switch board 04 consists of four knife blades 120,121. 122, and .123, pivotally supported on the lugs 65" to.65l, respectively. Contact members 12+. 125, and 126 are .n'iountetl ion the switch boa-rd above the pivotal supports of the blades 120, 122, and 123. respeothfely. Other contact plates 127, 128. and 120 are mounted below the pivotal support of the blades and are in registration with the blades 120, 1.21, and 123. respectively. The lug (35 is connected by means of a conductor 130 to onetcrminal of theinotor .48. The opposite terminal of the motor .48 is connected to oneof the contact numbers of the circuit breaking device 113 (see Figure 18). The opposite terminalot'the circuit breaking device 113 is connected directly to the lug 65.

'A pair of loclncircuit devices (see Figure 16) are llloll'lli'ctl'lll'flm the switch boa-rd 64- innuediately laclowthe knife switch. These devicesarc generally indicated at 13.1 and 132 and consist of the following parts respectively, the original numerals having reference to one of the devices and the prime numerals having reference to the remaining device. The magnet coils 133133 are each provided with a core 134-134. An armature 135135' is pivot-ally supported above the core 134-134 and a tension spring 13(- 136 serves to normally hold the armature away from the core 1? 4-134. The armature 135-135 is mounted in a metal plate upon which the coil is mounted. A. yielding contact member 138-138 is supported upon the armature 135-135 and is arranged to contact with a stationary contact member 139139 disposed immediately below the contact member 13S138. One terminal 140 is connected directly with the stationary contact member 139 by means of a conductor 141. The operation and use of this look circuit device will be hereinafter described.

A switch for alternately opening and closing certain portions of the circuits employed in my present invention is of particularly novel construction and is illustrated. in Figure 17. This switch consists in a star wheel 142 having its outer points bent downwardly so as to engage with a stationary spring pressed contact member 143 when the wheel is turned. A pair of norn'ially spaced apart contact blades 144 and 145 mounted. upon an insulating base 146 are disposed immediately beneath the points of the star wheel 142 so that as the wheel is turned, the contact members 144 and 145 may be brought into engagement with one another intermittently to occasion the passage of current thcretln'ough. The arrangement is such that when any point of the star wheel 142 is in contact with the spring pressed contact. 143, the contact members 144 and 145 being apart from one another, and when the contact member 144 and 145 are engaged with one another. no point in the star wheel 142 is in contact with the member 143.

Solenoid operating means for actuating the star wheel 142 is provided in a ratchet wheel 147 rigidly fixed to the wheel 142. and a pawl 148 pivotally carried by a lever 149 has for its axis the shaft 150 of the star wheel 142. Oscillation of the lever 149 will therefore occasion a rotative movement of the star wheel 142. Means for oscillatin the lever 149 is provided in a connecting rod 150 pivotally secured to the lever 149 at 151, and having its opposite end connected with an iron plunger 152 disposed within a solenoid coil 153. Obviously, when current is passed through the coil 153, the plunger 152 will be drawn up into the coil and occasion a slight rotative movement of the star wheel 142 suflicient to change the relation of the points of the star wheel with the switch blade 143 and the cooperating members 144 and 145 respectively.

Means for limiting the movement of the connecting rod 150 by virtue of the solenoid coil heretofore described is provided in an adjustable stop member 154 having a thumb screw 155 for elevating or lowering the stop, which stop is arranged to support the connecting rod 150 against the force of gravity when the solenoid coil is not energized. It should be noted at this time that the metal portion of the star wheel 142 does not actually touch the contact member 144., but that an insulating slab 157 is dis posed on the upper portion of the contact member 144 and therefore protects the contact member from actual contact with the star wheel 142 as the wheel is rotated in manner hereinafter described.

The electrical connections in carrying out my invention are arranged precisely as follows. The current necessary for the operation of the motor 48, the magnet coils 133 133. and the solenoid coils 153, is provided in a generator or alternating current source 158. I prefer to employ alternating current and hence the use of an alternating current generator. One pole 158 of the alternator 158 is connected by means of a metal conductor 159 to each of the plates 137137 of the lock circuit devices. In the diagram in Figure 18. I have shown the conductor 159 connected directly to the armatures. A second conductor 160, connected with the aforesaid pole of the current source 158, is connected directly to the contact points 14- 1.4 and 15-15 on the oscillating switch blades 151-13 of the two railside mechanisms 1 and 1 respectively. In describing the remainder of the circuit, 1 shall endeavor to describe the circuit somewhat in the manner of the passage of current through a circuit as a train approaches the rail side switch mechanism in the housing 1.

The side blade 12 of the rail side switch in the housing 1 is connected directly, by means of a conductor 161, to the star whee] 142 of the solenoid operated switch heretofore described. The switch blade 143 is connected by means of a conductor 162 directly with the conductor 141, which conductor is connected between the terminal 140 and the stationary contact plate 139 of one of the lock circuit devices. The opposite terminal 163 of the magnet coil 133 is connected by means of a conductor 164 directly with the lug of the knife switch.

The stationary contact member 139 is connected with the contact plate 124 of the knife switch by means of a conductor 165. The contact members 125 and 126 of the knife switch are each connected by means of a commonconductor 166 to the negative pole 167 of the current source 158. Conductors 168 and 169 are employed for connecting the contact members 128 and 129 respectively, of the knife switch with the conductor 1 66, and therefore with 'tlie'ter- 'm'inal 158 ot the current source 153. "he electrical circuit thus far described is sutlicient to the successful operation of the device in lowering the gate upon the movement of the train along the track 30 and consequent movement or the switch blade 13 by means of the arm 28.

Let us assume that a train is approaching the crossing 170 and that the fore wheels of the locomotive or coach which is at the trout or the train, engages with the arm 28 ot the switch mechanism housed in the casting 1 to 'c-a-usea; movementof the switch arm 13 aga nst the action of the springs 26 and 2?, and thereforecontact of the contact plate 14 with the contact plate 12. At this instant, current from the source 158 traveling from the pole 158 of the alternator or accumulater, will move through the conductor 160, through the switch plates 14 and 12, and through the conductor 161. The current will thereuponpass through the star wheel 142 and contact in the yielding contact plate 143 (which is at this time in engagement with the star wheel 142). The current will thereupon pass through the conductors 132, 141, and through the magnet coil 133 by way of the terminal 140. Current w ll thereupon pass by way of the conductor 16-1 to the lu-g" of the switch and through the knife 122 to the contact plate 125. It should be noted at this time that the knife switch is disposed with the upper portion of the blades in engagement with. the contact members 124, 125, and 126. This is true. at all times after the gate has been raised. The current will pass" from the contact plate directly to the conductor 166 and thence baicktojthe current source by way of the term nal 167. The circuit thusbeing complete, the magnet coil 133 will operate and draw the armature 135 downwardly so that the Contact member 138 may contact with the member 139.

Instantly upon contact of the member 138 of the stationary member 139, current will pass from the 158" pole of the current source 158 by way of the conductor 159 through the armature 135, through the contact plates 138 and 139 by way of the conductor 165 to the Contact plate 12 1 of the knife switch. through the blade 120, through the lug 65 and thence to the motor 418 by way of the conductor 130'. The current will. pass through the motor 48 and then to one pole of the circuit breaker. (It must be noted at this time that the circuit breaker is closed and" current may pass therethrough, since the shoulder 97 is not in engagement with the cooperating members of the circuit breaker.)

The current will pass from the circuit breaker 1 13'tl1rough a conductor 171 to the lug 65 tlucag'h the blade 123 to the Contact plate 126 where it will continue to the 158 pole of the current pole 168. The circuit thus being complete, the motor 48 will operate and cause the pinion 49 to drive the gear wheel 51 which in'the manner hemtotore described, will cause the piston 83 to operate and to cause air to pass into the gate mechanisms 89 and 89 and occasion the downward or lowering movement of the gate. the gear 67 is about to engage with the gear 60, the circuit breaker 113 will operate by virtue of engagement tl'iercwith of the shoulder 9? carried upon the member 96 which member rotates with the gear The 1110- v tor 1-8 Will, therefore cease to operate, butthe momentum of the device will cause the gear 67 to engage with the gear (50 and therefore cause a one-half turn of the gear 61 and there-tore a one-halt rotation of the eccentrc plate 61. This movement of. the eccentric plate will cause the shaft bearing the. connecting link 68 to move in the manner heretofore described and the knife switch will pivot on its pivotally mounted lugs 65 to (35 inclusive, so that the blades 120 to 123 inclusive will engage with the contact plates 127, 128,and 129 in the manner heretofore described. At this time, the exhaust valve mechanism, the o aeration of which has been previously and scribed. and generally indicated. and illustrated in Figures 4 and 5, will operate and permit the exhaust of a r from the exhaust pipe in the manner heretofore described. The gates at this time are lowered and will continue to rest in that position until some alteration of the circuit is made.

The next movement of the train after it has engaged with the ra l side switch in the housing 1. will be to engage with the rail side switch in the housing 1". This mecha nism is disposed adjacent the track, but on the other side of the crossing 170 (see Fig me 18). The passage of the current through the circuit when the contactplate 1 1 has touched the contact plate 12". will he as follows. Current willv travel from the current source 158 through the conductor 160, the contact plates 14: and 12", and through aconductor 172 to one terminal 173 of the solenoid coil 153. The current will then pass through the solenoid coil by way of its opposite tern'iinal 174, through a conductor 175 to the lug 65 Passage of the currentfrom the lug (35" will be through the blade 121 to the contact plate 128, and by way of the conductor 168 to the negative pole of the battery.

The circuit thus being momentarily complete, the coil 153 will become energized and the plunger 152 will be drawn upwardly to occasion a movement of the star wheel 14-2 so that the star wheel is moved out of Contac t with the spring pressed contact 143 and into contact with the insulating plate on When the gear 54 has moved so that fully de- F Hill the member 1 1 1 of the cooperating contact plates 14 1 and 1 15. Current may now pass from the positive pole of the current source 158 through a conductor 177 connected to the conductor 159, to the contact member 14 1, and through the contacting members 1-61- 1 and 115 by way of a conductor 178 to a conductor 179 which is connected directly with the terminal 140 of the magnet coil 183. The current will pass through the magnet coil and through a conductor 180 connected therewith by means of the termi- 11211168 to the conductor 175, and from thence to the lug through the blade 121 and to the 158" pole of the current source by way of the conductor 166.

The circuit thus being complete current may flow from the current source 158 through the magnet coil 133 and cause the armature 135 to be drawn into close contact with the stationary member 139 and therefore close the contact between the cooperating contact members. An additional circuit will therefore be closed and current will pass from the current source 158 by way of the conductor 159 from the 158 pole thereof to the armature 135, where it will pass through the cooperating members 138 and 139 through a conductor 182 directly to the contact plate 127 of the knife switch. Current will thereupon move up through the blade 120 through the conductor 1301-0 the motor 48, through the circuit breaker 113 (which at this time is closed. since the shoulder 97 only engages with the circuit breaker for a short duration of time prior and during the movement of the knife switch) and thence through the circuit breaker 113 by way of the conductor 171 to the lug 65lwhere it will travel through the blade 123 directly tothe conductor 166 and then to the 158 pole of the alternator. It will be apparent therefore that the motor 4-8 will operate-in precisely the samemanner as heretofore described during the description of the mechanical parts of my invention. The motor-will operate to cause the gate 88 to open and to move the knife switch on its pivotal lug mounting 65 to 65 inclusive so that the upper portion of the blade will engage with the contact plates 12 1. 125, and 126. and will resume the position indicated in Figure 18 ready for operation in the event of the second approaching train.

There is one difference, however, that at this time the star wheel 142 will be in such a position that it will not engage with the yielding contact member 143, and therefore the gates may not be lowered until after the star wheel has been moved.

The description and operation of the device thus far covers the complete cycle of the operation of the gate raising and lowerin g mechanism.

However, I have provided in addition to the operating mechanism, a safety device which forms a portion of the circuit heretofore described by means of which the gates are prevented from accidental raising by' virtue. of the last coach, (in the case of I a relatively long train) which contacts with the arm 28 of the switch mechanism in the housing 1. In other words, my safety device is intended for use where the train is longer than the space between the rail side switch niechanisn'l housed in the casings 1 and 1. The arrai'igcment is such that the gates may not be opened again until the train has approached and engaged with the third rail side switch mechanism housed in the cas ing 1 Such engagement will occasion the movement of the star wheel, 142, that is the star wheel may not be actuated until. the locomotive or forward coach of the train has engaged with the arm 28 of the third switch mecl'ianism. I prefer to dispose this device approximately three fourths of a mile beyond the crossing so as to include the longest trains.

Let us assume therefore that the locomotive has engaged with the arm 28 and caused the contact member lt to contact with the member 12 Current will pass from the current source 158 upon such engagement, by means of the conductor 159, through the conductor 177, through the con tact cooperating members 11 1 and 1 15 by wayof the conductor 178 to the conductor the terminal 173, through the terminal 174 to a condnctor175, the opposite end at: which is connected with the switch arm 13 and thence to the contact plate 14;". where it will pass through the contact member 12" to the negative pole of the battery by way or the conductor 188. The circuit thus being complete the solenoid coil 158 will operate and cause the upward movennent of the plunger 152. which will cause the star wheel 142 to move into engagement with the yielding contact member 143 and out of engagement with the insulating strip on the mem ber 1 14. This movement of the star wheel will break the circuit that is furnishing current to the solenoid coil 133 and thus the plunger will drop. The circuit between the switch member 12 and the conductor 14.1 is therefore reestablished and the entire cir-- cuit and mechanism is in precisely the same condition as in the beginning of my description of the operation of the device. In other words, the device is ready for actuation upon the approach of a second train, and the gates are up.

Let us assume that from constant usage of the contact members 11 to 11, 12 to 12 and 141. 15, to 14 15. they have become worn. In my present improved device, these members may be replaced and there 172. tl'irough the solenoid coil 153 by way of fore assist materially in the prolonging of the usual life of the devices. It is well known that a switch device of this character subjectedto constant use and forceful operation, as by the contact of a railroad locomotive wheel therewith, may occasion the slow disintegration of the parts. My present iiivention goes a long way in preventing such a condition, since each of the contact members is provided with yielding supports, that is, the springs'26 and 27, and the springs 27 which cooperate with their respective contact members to absorb the shock that is im- .said circuit for preventing the subsequent operation of said motor by engagement of the'train with said first named means, and

a switch in said circuit disposed at a distance fromfsaid first and second named means arranged to operate when a train passes there- 7 over and to alter the circuit in such a manner. as'to permit the subsequent operation of said motor by said first named means.

2 The combination with a railroad cross- :ing gate adapted to be raised and lowered by compressed air mechanism, an electric 'motor arranged to operate said compressed air mechanisimia pair ofelectrical devices spaced along said railroad track on 0ppo- ,site' sides of said. gates, electric circuits connecting each of said devices with said motor,

means operated by said motor for stopping sald motor, a switch ope-rated by said motor for partly reestablishing said circuit, and a rasaasss third electrical device stationed at a distancefrom said pair of devices for altering the circuit in such a manner as to permit said motor to be operated by thefirst of said electrical devices.

3'. A railroad crossing gate operated by compressed air mechanism, an electric motor for operating said compressed air mechanism, a circuit for operating said motor,

means spaced along the railroad track for 4. A railroad crossing gate operated by compressed air mechanism, an electric motor for operating said compressed air mechanism, an electric engine for supplyingcurrent to said motor, means spaced along the railroad track, automatically setting said motor in operation, gates opened by said motor, means operated by said motor for automatically stopping said motor, other means spaced along said railroad track and enclosed in said electric circuit tor preventing the subsequent operation of said motor by engagement of the train on said tracks with said first named means, and other means associated with said electric circuit and disposed at a distance from said first and second named means, arranged to operate while said train passes thereover and to alter said circuit in such a manner asto permit the subsequent operation of said motor by said first named means.

I JOHN R. GOLDEN. 

